What a busy few weeks getting the Bakkie in order.
Just want to give all that provided me with tips and tricks some feedback.
Got the Datsun
Comps spec on the flywheel, took the flywheel and a new pressure plate to the dude that does my machining, he got it down to 5.78kg, he also balanced the flywheel and new pressure plate for me.
Installed the A12GX head with worked ports and valves.
Fitted a 4-1 branch manifold, already had a 50mm Stainless Free flow System
HS4 Dual SU Carburetors, intake manifold ports matched to head intake ports
Fitted a electric fan, switch comes on at 85degrees, removed mechanical fan on water pump
Had to purchase a new Temp Sensor, could not get the old one out of the A14 head.
Here comes the interesting bit, somewhere down the line, they changed the resistance on these sensors, from about 560ohm to about 360ohm at 16degrees.
This caused more than enough problems. All of a sudden the temp gauge needle climbed way more that it should.
We started it up, all was fine, no bolts, pistons or valves flew around, tuned the su’s. The electronic fan came on, everything working as it should.
Once on the road it was a different story, torque there is a lot of, it is clean, revs up nicely, pulls excellent from 2k rpm right thru to the limiter (currently at 7k rpm), there is not even signs that you are about to hit the limiter, this means all is working together, producing nice bottom down torque and decent top end power.
Then, all of a sudden the motor gets hot. After a day or two and enough swear words to make a sailor look like a beginner. We figured it out. Once on the road there is enough air travelling over the switch to cool it down and not switch the fan on. This caused me more time under the bonnet than needed.
Obviously if the water gets way to hot, pressure builds
and want to escape somewhere, the place it picked was between cylinder 3 and 4 at the water ports on the intake manifold gasket. After taking it apart, I also noticed that the one exhaust manifold washer was pressing against a piece of welding on the branch. Smoothed it down, reassembled the lot. Also re-fitted the old mechanical fan on the water pump to be on the safe side.
Took it for a drive, no issues what so ever anymore, the fan doesn’t even switch on after some heavy spinning and gymkhana practice.
Saturday we have our next race meeting and look forward to the added power and overall better A14-A12 inbreed.
Just hope I will be able to keep the wheel spin to a minimum, we are expecting rain also, and that sure as hell wil not help.
Thanks a lot to all that helped and gave advice. Special thanks to Einstein(My Brother), My Father and Ruan.
p?g2_view=core.DownloadItem&g2_itemId=557&g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT” alt=”LFlyFront” width=”384″ height=”288″ />Last week I found an old Datsun A12 flywheel in my garage
that my brother used a few years ago on A12 and A14 motors. This particular flywheel was lightened a bit, but the two of us thought that as the years went by, we can greatly improve what was done to it previously. In a moment of superior thought, I remembered I have a few pictures of lightened flywheels from
“Datsun B110 Competition Tune-Up Manual, Nissan Motor Co. Ltd., Tokyo Japan 1974″ that I have sourced from http://datsun1200.com site.
And so it began. I sourced a 190mm LUK clutch kit (had an idea the current clutch is only 180mm), found a a guy that does machining and dynamic balancing, made a appointment with him. I showed and explained the drawing to him, the next day I picked the super light flywheel up and was very pleased with the end results.
Here is a table comparison of the A12, A14 and Lightened A12 Flywheels
| Component |
Weight |
| A12 |
9.0kg |
| A14 |
11.5kg |
| A12 Lightened |
5.78kg |
| Old 180mm A-Series Pressure Plate |
3.1kg |
| New 190mm A-Series Pressure Plate |
3.1kg |
| Old 180mm A-Series Clutch |
0.8kg |
| New 190mm A-Series Clutch |
0.825kg |
| New Flywheel, Pressure Plate & Clutch |
9.0kg |
On dissembling, my thoughts where cast in stone, indeed the old clutch and pressure plate was only 180mm units. This meant that the clutch and pressure plate was still the original units. I need to give credit for Datsun, wow, that says a lot for quality.
After the gearbox was put back in it’s place and all the other nuts and bolts tightened up, my father and realized there was no clutch. And then it hit us, the A12 flywheel is much thinner than the A14 unit. This meant that the release bearing was unable to travel enough to get to the fingers on the pressure plate. This meant double work, one thing that really ticks me off. Work started dissembling everything again. After some serious measurements, we decided to increase the length of the pivot point that the fork pushes against. The original unit was replaced with a alancap with a shank and a nut to lock it in place, added some locktight and it is in place to stay.
Assembly started again, after all was done, clutch was good and we just double checked everything to make sure that the release bearing retainer does not move off, of the slide if the clutch is operated, that could lead to a locked clutch. Almost like trying to drive with the gearbox in neutral. What a lot of fun this could be.
Have a look at the pictures of the old and new Flywheels.
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The suspension modifications made on the bakkie, really started kicking in and the results were immediately visible by the times and the stance of the bakkie in sharp hard corners. Understeer, front-end grip and roll was a lot better. On every real wheel drive vehicle in the sport, I will recommend dual anti roll bars in the front – Thanks Pieter Ludick. After two runs in the escort, it was identified that the escort is in serious need of anti tramp bars in the rear,
also something I will keep in mind for the bakkie. Rear tramp became a problem after the cement surface started drying. The strange thing about cement is, rubber doesn’t stick to it, it rather forms a rubber dust than leaving marks.
In overall it was
the best day for the Bakkie so far, 5th in Class F, we knocked 1sec of the times from our competitors, just by fiddling with a few suspension settings.
The Escort won the class on the last run of the day, after a few changes to the driving style and lines. Huge horsepower isn’t all that is needed in this sport. The perfect line, amount of braking before and in mid corner, amount of throttle exciting a corner and suspension is what is important.
Thanks to everyone that helped with the vehicles for the event and on the day, we appreciate it.
Just a quick heads up on the Head and Carbs for the Datsun.
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/gallery/main.php?g2_view=core.DownloadItem&g2_itemId=332&g2_GALLERYSID=403cf6ce8cc6eb157f4bf9fc96e3e418″ alt=”SUs Stripped” width=”576″ height=”432″ />
The A12GX head is all cleaned up. After a 2 day long cleanup session, everything is ready for
fitment.
Ports is as clean as I can get them, gasket areas are shinning and ready for some new ones. The valves Seats are grind.
Yesterday, me and my brother prepped all the clean parts and reassembled the head. It is know wrapped and waiting for an installation date after the 2nd May 2009. We have a month gab between gymkhanas after the 2nd, so this will be the ideal time to install all these parts and eliminate all problems.
The HS4 SU Carburetors have been stripped and checked; so far I can so no damage to the parts. No cracks, holes or excessive wear. The next steps will be to get this all cleaned up for further inspection and reassemble them. Then they can also move next to the head on the shelf for installation.
This is killing me, knowing I sit with all these parts and have to wait to get them installed, o well; at least it gives me time to get everything ready.
Electric fan must be installed and wired up, the
brackets for the helper leaves on the back suspension need to be made and tested. Hope this stiffens it up nicely, could be a cheap mod for starters to the back suspension. The branch must be sources and wrapped with Heat Wrap, and let no one tell you different, this exhaust wrap is expensive, R450 for a 15m roll, just enough for a 4 cylinder branch.
I’ll be off to go pull some more hair, this waiting is killing me.
What a day of racing this was!
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Friday 27 April we placed some stickers on the escort, just to give it that personal touch. The spares and tools were
packed and we were ready for the action on Saturday.
Saturday 28 April the day started early, tyre pressures were checked and double checked on both vehicles. After that we moved to the racing venue at Fairbridge Mall in Brackenfell. After we picked our spot in the pit area we parked the vehicles and started setting up our Gazebo that would provide our shade for the rest of the day.
We moved the vehicles to the scrutineers, were it was left until our entries were finalized and we received our numbers and stickers for the day. The Escort were moved from pre-race entry number 63 to 54 to avoid confusion, the reason is quite obvious. From now on the escort will always be competing as number 54. The bakkie was entered as number 39 to provide us with enough time to get the escort ready for his run and to evaluate the lines we did with the bakkie. The vehicles passed scrutinering with flying colors.
Afterwords it was time to start the long walk, this is a must in the sport of gymkhana, a while ago I told one of my friends gymkhana is as much as getting fit as it is about racing.
We walked the set out route for the day more or less 4 times. Afterwords we stopped for some refreshments and started walking the route again, this time it was securely planted in our heads but we tried to figure out what lines we would take to give the best outcome and times at the end of the day.
With all of that done, the groundwork for the day was laid. Now it was just a matter of having a look at the different drivers lines around the course and learn from there mistakes. As the time approached for the bakkie to warm up and move to the starting line, the nerves were tingling all over, excitement you cannot describe to someone that has never competed.
Our moto: let the first run count, this helps a lot with the rest of the day. At least you now you have one time that counts. You can only improve on it.
The bakkie posted a time of 1:00.44.
After a brief wait it was the escorts’ time for his first run, we warmed up the slicks and made sure the new brake setup was al working and proceeded to the start cialis canadian pharmacy line. Our first run in the escort was a 1:07.38; we must have received a 10sec penalty somewhere. I have confirmed that we hit cone 4.
As the day went on, we tried different lines, amounts of wheel spin, braking points, etc. This was our second time competing in any Gymkhana, we are still learning to drive and all the different characteristics of the vehicles.
The bakkie posted a best time for the day of 0:59.65 on the 2nd round, we were happy with the time and used the rest of the runs to figure out how we are going to get that escort into the 54sec bracket.
Times started dropping for the escort, to a best time of 0:55.56 on the 3rd round. We returned to our pit area knowing that we will be in the top 3 with our current times. After a lot of head scratching we decided to raise the limiter with 500rpm to 7325rpm. This motor sounds so a live from 7000rpm+.
We returned to the starting line for our last run, as we were waiting we knew that no Class F vehicle have posted a time under 55sec, and that became our target, if we can get into the sub 55sec bracket the class win will be ours. And that is exactly what we did. The run was so smooth, wheel spin kept to the minimum, enough momentum thru corners to ensure good acceleration to the next, it was just perfect.
And yes, we have done it, the time came back as a 0:54.86, this meant our first class win and a 13th Overall position.
What a day of competitive competition in all the classes, especially class f, never have I seen times so close between the first 5 cars in the class. Excellent racing, thanks to all drivers, navigators and organizers for the day.
Especially thanks to our friends and family for supporting us and all the help on the day and before whilst preparing these to vehicles.